Transport system with moving-platform terminal

ABSTRACT

A transport system of the continuously-operable, endless type has a succession of interconnected transport vehicles in an endless chain extending to one or more terminals. The or each terminal includes an intermediate rotating platform surrounded over at least a portion of its periphery by the conveyance and surrounding, in turn, an inner rotatable platform, with the platforms and the conveyance operating at identical angular velocities so that at the transitions between the conveyance and the intermediate platform and between the intermediate platform and the inner platform there is no relative movement. The inner platform is shiftable vertically to carry the passengers to another level and, possibly, discharge the passengers at this level whereby the vertically shiftable platform can be stopped or slowed angularly to permit such discharge without difficulty.

11] 3,727,558 [451 Apr. 17, 1973 United States Patent 1 Winkle Primary ExaminerGerald M. Forlenza Assistant Examiner-D. W. Keen Attorney-Karl F. Ross TRANSPORT SYSTEM WITH MOVING- PLATFORM TERMINAL [75] Inventor: Giinther Winkle, Munich, Germany ABSTRACT [22] Filed:

A transport system of the continuously-operable, endless type has a succession of interconnected transport vehicles in an endless chain extending to one' or [21] Appl. No.: 77,897

more terminals. The or each terminal includes an in- [30] Apphcatmn Pnonty Data termediate rotating platform surrounded over at least Oct. 4, 1969 Germany.....l...............P 19 50 109.8 a Portion of its P p y y the 'conveyance and rounding, in turn, an inner rotatable platform, with the platforms and the conveyance operating at identical angular velocities so that at the transitions between the conveyance and the intermediate platform and [58] Field of Search...

between the intermediate platform and the inner platform there is no relative movement. The inner p1atpassengers to [56] References Cited form is shiftable vertically to carry the another level and, possibly, discharge the passengers UNITED STATES PATENTS at this level whereby the vertically shiftable platform can be stopped or slowed angularly to permit such discharge without difficulty. 1

1,277,614 9/1918 Lowrey 3,399,887 9/1968 3,482,529

Altier 12/1969 Paul 9/1967 104/21 13 Claims, 5 Drawing Figures PATENTEDAFR 1 H975 SHEET 1 OF 3 FIG.I

FIG.3

ATTORNEY PATENTEB APR 1 mm SHEET 2 [IF 3 FIG.2

ATTORNEY PATENTED 1 71975 3, 727 558 sum 3 OF 3 INVENTOR. GUNTHER 'WINKLE BY marl ATTORNEY TRANSPORT SYSTEM WITH MOVING- PLATFORM TERMINAL FIELD OF THE INVENTION My present invention relates to continuously-operable transport systems and, more particularly, to a transport system having a continuously operable conveyance, particularly suited. for passengers, and one or more terminals or stations forms.

BACKGROUND OFTHE INVENTION In recent years, numerous systems for the transport of passengers or goods have been proposed, primarily to alleviate problemsarising from urbanization. At an early stagein the developmentiof mass transportation, the art concentrated upon individual vehicles traveling along a predetermined path, e.g. defined by a track and operated intermittently. Such vehicles, for example, railroad trains, streetcars, monorail 1 vehicles, were characterized by the intermittent movement described earlier. Spaced-apart stations or terminals were provided along the. track, and, at each of theseterminals, the vehicle was brought to standstillto enable thepassengers to enter the vehicleor departwithout danger or inconvenience.

This obviously was ahindranceto transportation, not only because the intermittent termination of movement involved multiple accelerations and decelerationsof the vehicle, with concomitant stress and the requirement forexpensive control apparatus, but also because provided withmoving platl the system necessitated. a significant limitation on the passenge r-carrying capacity of the transport system.

lntermittently operable vehicles, for example, cannot be coupled together economically or conveniently, especially when large numbers of terminals orstations are provided. Hence the right of way is not economically used.

To overcome these disadvantages, it has been suggested to provide continuously operable vehicles, e.g. cars or platforms which negotiate a closed path, with access platforms moving at a speed which, in the region of the terminals at least, approaches thevelocity of the main conveyance. A passenger is accelerated upon entering the access platform and is decelerated upon leaving the conveyance so that both the entry to the main conveyance and the departureof the passengertake place with little danger and considerably efficiency since neither the access platform; nor the main conveyance need be accelerated or decelerated. and both may be endless conveyorarrang'ements.

The system has, however, the disadvantage that at some point between the stationary platform andthe main conveyance, the passenger mustbe exposed to some differentialinspeed if he is tobe. accelerated from a stationary condition to the velocity ofthe main conveyance. This is generally accomplished by operating the access conveyor at a rate which is slightly greater than normal walking speed and :less than the main-conveyance velocity also by I an amount equivalent to normal walking speed. Consequently, the passenger is expected to walkrapidly alongside the access conveyor and then step onto the latter so that the transition is effected without irritation, and then is expected to walk along the ,1 access conveyor parallel to the main conveyance to enable him to make the transition between them. Discomfiture and transitional difficulties can be reduced by providing a number of parallel access conveyors of progressively increasing or decreasing speed depending upon whether the access system is to be used for entry to or departure from the main conveyance.

The aforedescribed system, of course, has some obvious disadvantages. Firstly, there is the limitation on the speed of the main conveyance to a velocity just above the speed of the fastest accessconveyor Secondly, there is the high capital cost of numerousaccess conveyors at each terminal wheneven reasonably high velocities of the maincoriveyance are to be employed. Thirdly, thereis the unavoidable inconvenience of requiring a passenger to stepfroin a slower surface onto a faster surface upon entering the main conveyance or, conversely, requiring thepassenger to step from a faster surface onto a slower surface upon departure.

Mention may be made herein of a variant of the system last described, in which the main conveyance is an endless railway of flexible interconnected vehicles circumscribingthe terminals or access stations, each of the stations being: provided with a plurality of coaxial access platforms of velocities which increase or decrease stepwise-as one moves from one to the other. Here again, the disadvantage is that the speed changes at each transitionsothat along theinner periphery of theinnermost access platformythe peripheral speed is sufficiently low to enable the passenger to leave this access platform through a centraldeparture arrangement or to step i upon the slowest access platform from an entry arrangement.

Thissystem also has significant limitations, including those enumerated above. Since this system relies upon the relatively small radius of the innerperiphery of the innermost moving platform, to assure a low peripheral speed,-itisdifficultto use the system for mass transport; Furthermore; as the tendency to reduce the transition in speedsbetween the access platforms and betweenthe fastest access platform and the main conveyance increases, there is a corollary requirement that themain conveyance be slowed down or the entry and exit speeds-be increased. In summary, therefore, one

may take note of the advance in the artprovided by paralleling a main conveyance with one or more access conveyances to eliminate changes in speed of the main conveyance, but also must recognize the serious problems encountered by the solutions posed hitherto to the problemsassociated with thissolution. These problems derive mainly from'the reduced diameter of the slowest rotary platform of a terminal'station having multiple access platforms as described above, therebyrestricting the'availabilityof the access platformto large numbers of people,0r from the reduction in speed which, is necessary when the diameter of the innermost platform is increased.

OBJECTS OF THE INVENTION It is, therefore, the principal object of the present invention to provide an impro'vedtransport system with a A more specific object of the invention is to provide a transport system with an endless main conveyance and a moving-platform terminal which is free from the disadvantages enumerated above, which totally eliminates the difficulties encountered by passengers in entry to or departure from the main conveyance and which generally may operate at relatively low cost and require low capital expenditure.

It is also an object of this invention to provide an improved transport system with a rotary-platform terminal at which the departure or entry speed of the access means is zero while the relative transition speed between the access means and the main conveyance is likewise zero.

Still another object of this invention is to provide a transport system having a rotary-platform terminal such that the access to the platform is possible over a relatively large periphery.

It is still another object of this invention to provide a junction point between two or more endless moving platform transport arrangements.

SUMMARY OF THE INVENTION These objects and others which will become apparent hereinafter are attained, in accordance with the present invention by providing a system in which essentially no speed differential exists at the transition between the main conveyance and the access mechanism. The present invention is based upon a system in which the main conveyance is a continuously moving endless transport arrangement which can con sist of a plurality of flexible linked cars or vehicles, a chain of the conveyor type, and endless band or other continuous and endless means having a support surface upon which the passengers may rest and passing at least at the opposite ends of the system and, if desired, at intermediate locations, around rotary access platforms forming part of terminals, stations or the like.

According to the present invention, the access means includes a pair of rotatable platforms including an annular intermediate rotating platform about which the main conveyance loops and which operates at an angular speed identical to that of the loop of the main conveyance. While this loop need not extend over a full 360 of the rotary access platform, it has been found to be advantageous to maintain a looping contact over an angle ranging between and 300 as measured about the axis of the rotary platform. I

An inner rotary platform is provided within the intermediate rotary platform and likewise is rotatable at the aforementioned angular velocity so that, for transfer of passengers between the main conveyance and the intermediate platform, for example, the outer peripheral speed of the intermediate platform is identical to the inner peripheral speed along the loop of the main conveyance and the relative velocity at the transition zone is zero. Similarly, the inner peripheral speed of the intermediate platform and the outer peripheral speed of the inner platform are identical whereby a transition is possible between the intermediate platform at zero relative velocity.

According to the principles of the present invention, the inner platform is shiftable axially, i.e. in the direction of its axis of rotation, relative to the intermediate platform and may be provided with means for varying its angular velocity during axial movement of the inner platform whereby the velocity of the latter can be brought to zero or some other value for a transition to another level. This transition may be at the discharge level of the terminal at which passengers are discharged and/or permitted to enter, in which case the rotary inner turntable is preferably brought to zero angular velocity. Alternatively, another level may be one at which another intermediate rotary platform is provided for a transfer of passengers between one line and another.

According to the principles of this invention, moreover, the inner platform is constituted as a cabin which may be closed along its outer periphery, eg by an axially shiftable cylindrical wall, to enclose the cabin as it is raised or lowered between the effective levels. The inner periphery of the intermediate platform may, of course, also be formed with this safety or protective wall.

The advantages of the system of the present invention, which confines any change in angular velocity to the inner rotary platform and to a period during which this platform is shiftable from one extreme position to another, for example, will be immediately be apparent. Firstly, at the transition between themain conveyance and the intermediate access platform and between the intermediate platform and the inner access platform, there is no relative speed and not the slightest discomfort in the process of transition. Secondly, acceleration and deceleration take place only at the inner rotary platform and hence the change in peripheral speed to which a rider is subjected, is at a minimum in the system. The passengers may, prior to discharge from the conveyance or entry thereupon, assemble in the region of the peripheries of the endless platforms and the main conveyance without danger so that the rider need not cross the entire width of the terminal for a rapid exit in one short period. In other words, a rider may prepare to disembark or enter the transport system, may pass across the intermediate turntable and may position himself upon the inner turntable or platform Without being hurried.

Still another advantage of the system of the present invention is to be found in the fact that it automatically changes the vertical position of the passenger as is required in many instances. For example, when passengers upon the main conveyance are to be delivered to the second storey of an office building, airport terminal or railroad station, the main conveyance may be operated at the third storey or the first storey with the discharge level being the second storey. When the passenger is desired to emerge at the first storey or the third storey, therefore, the main conveyance may enter the terminal at the second storey while the cabin or inner platform is vertically shifted from the second to the third or to the first as may be required. The terminal may thus dispense with moving staircases, elevators and like structures hitherto necessary to carry passengers up and down at their destination.

According to still another feature of this invention, a pair of annular partitions is provided along the outer periphery of the vertically shiftable inner platform at the respective levels to close on the one hand the inner periphery on the intermediate platform during shifting of the inner platform and to open the access to the inner platform at the other level. Still another annular partition, likewise vertically shiftable, may be provided around the inner platform and can be movable therewith. The partitions constituting doors for the purposes of the present invention, may be coupled with the vertical movement of the inner platform to afford access and discharge of passengers, depending upon the position of the inner platform. The several levels should be spaced apart vertically by a distance of, say five meters or more.

DESCRIPTION OF THE DRAWING The above and other objects, features and advantages of the present invention will become more readily apparent from the following description, reference being made to the accompanying drawing in which:

FIG. 1 is a diagrammatic plan view of a portion of the transport system and a terminal state according to the present invention;

FIG. 2 is a vertical cross-section through a portion of this station;

FIG. 3 is an axial vertical cross-section through a modified station illustrating principles of the instant invention;

FIG. 4 is a view similar to FIG. 3 but drawn to a larger scale showing the use of the terminal as a junction between two transport networks; and

FIG. 5 is a diagrammatic plan view of this latter system.

SPECIFIC DESCRIPTION From FIG. I, the principles of the present system will become immediately apparent. Let it be assumed that the station E illustrated in FIG. 1 is the terminal station of a transport system having an endless main conveyance generally represented at l and passing at E in a loop through one of the terminal stations of the closed path formed by this main conveyance. The basic components of the system, as is described in greater detail hereinafter, therefore, are the endless main conveyance forming a continuously movable transport device, a plurality of stations E spaced along the system and having the main conveyance looping over at least a portion of the periphery of each of the stations, an inner rotary platform 4 at each station coaxial with the arc segment through which the main conveyance loops therearound, means for vertically shifting the inner rotary platform and, advantageously constituting a cabin thereof, and an intermediate rotary platform 5 coaxial with the inner rotary platform and with the loop.

While the operating principles of the instant invention are also discussed in greater detail hereinafter, it will facilitate an understanding of the mechanism if, with FIGS. 1 and 2 under consideration, it is noted that a passenger upon the main conveyance may disembark at any station E along the arc of the intermediate rotary platform 5, subtended by the loop of the main conveyance since the outer peripheral speed of the rotary platform 5 is identical with the speed of the main conveyance. The intermediate platform 5 is then traversed by the passenger who disembarks along the inner periphery of this intermediate platform on the inner platform 4 which rotates with an outer peripheral speed identical to the inner peripheral speed of the intermediate platform. Finally, the inner rotary platform is axially shifted, ie is displaced perpendicular to the plane of the paper in FIG. 1 or vertically as seen in FIG. 2 to a different level, e.g. to a lower storey, while the angular velocity of the inner rotary platform 4 is brought substantially to zero, whereby the passenger may step from the inner rotary platform 4 to the stationary surface without difficulty.

Reverting to FIGS. 1 3, it will be seen that the main conveyance 1 comprises a plurality of hingedly interconnected moving platforms or vehicles 2 provided with,seats along one side of the endless, continuously movable conveyance. As seen in FIGS. 1 and 2, the seats 60 are located along the outer periphery of the main conveyance 1 as it passes about the rotary platforms at the terminal of station E. The platforms 2 are shown to ride upon a pair of rails 18 (FIG. 2) and to be provided with forwardly convex portions 20 and rearwardly concave recesses 2b receiving the forwardly convex portions so that each platform is hingedly connected to the fore and aft platforms and the entire main conveyance 1 constitutes a flexible chain of transport surfaces.

In FIG. 2, moreover, the construction of the platforms 2 is shown in somewhat greater detail. The platforms 2 have transversely spaced supports 20, carrying wheels 16 which are rotatable about substantially horizontal axes and ride upon the upper surface of the rails 18. To prevent lateral dislocation of the platforms 2, each of them is provided with a pair of wheels 17 rotatable about respective vertical axes and engaging a lateral flank of the respective rail. With conventional means, e.g., as described in U.S. Pat. No. 3,339,494, the endless conveyance l is set into motion. The conveyance 1 passes in a loop through the terminal station E and has a pair of parallel stretches 3 moving in opposite directions between each pair of terminals or stations.

The terminals E permit access to and departure from the main conveyance and are provided with the rotaryplatform means 4,5 mentioned earlier. The rotary-platform means, in more detail, can be said to include a rotary disk or turntable 4 and a distribution ring 5 rotatable in the gap between the turntable 4 and the main conveyance 1. The distribution ring 5 corresponds to the vertically fixed but angularly dlisplaceable (rotatable) intermediate ring of the present invention. Along the inner periphery of the inner platform 4 and constituting the inner wall of the annular cabin formed by this platform, is an axially extending annular partition 9 forming a vertical wall. A ceiling 39, in the form of a disk-shaped member, may be connected to the wall 9, both the ceiling and the wall being rotatably entrained with the platform 4. Reinforcing webs 39a may be provided along the upper surfaces of the ceiling 39 to support the latter in cantilever fashion.

As illustrated primarily in FIG. 2, the platform 4 is provided with an annular deck 4a, mounted upon radially extending beams 4b, the latter serving to carry an annular gear 34 in the form of a ring gear or annular rack, which is driven by a pinion 33 and a motor 32 carried by vertically shiftable members 31 extending out of a support ring 310. Inner rollers (not shown) may provide a load-supporting carriage along the inner periphery of the inner platform 4 which hence is cantilevered on the ring 31a and the support members 31.

The inner platform 4 is provided, moreover, with a plurality of angularly equispaccd radially extending railings 10 which run substantially the full radial width of the intermediate platform, i.e., extend from the outer periphery thereof to the wall 9. The railings may rise to substantially hip-height to permit convenient gripping by the passengers. Since the railings 10 converge inwardly, I provide at least along the outer periphery of the inner platform, intermediate railings 11 to enable the passengers to step between pairs of railings and pass radially toward the inner periphery of the inner platform. Hence the inner platform may accommodate a large number of passengers.

Similarly, the entire radial width of the intermediate platform 5 may be spanned by a multiplicity of angularly equi-spaced radial railings 12, the latter likewise running substantially from the outer periphery of the intermediate platform to the inner periphery thereof. For convenience, it has been found to be desirable to co-ordinate the drives of the inner and outer platforms, i.e., to coupled them together synchronously, so that each railing 12 is radially aligned with a respective railing 10. It follows that the railings l and 12 are spaced angularly by equivalent angles. For the purposes already described, intermediate railings 13 may be provided between each pair of rails 12, along the outer periphery of the intermediate ring or distribution platform 5. In all cases, the railings lie in vertical planes through the axis of rotation of the two rotating platforms.

From FIG. 1, it will be apparent that the railings 11 and 13 may be used to define lanes for passenger traffic across and upon the intermediate platform, as represented by the arrows 14. For example, in each traffic slot between a pair of railings 12 or 10, the respective intermediate railing 13 or 11 defines an inward traffic lane on the right-hand side and a left-hand traffic lane on the left-hand side facing the axis. A fixed wall 61 is provided over the arc segment of the terminal station in which the intermediate ring is not subtended by the main convergence loop 1.

Reverting to FIG. 2, where the construction of the several platforms is shown in greater detail, it will be apparent that the main convenience is subdivided into a seating zone 29 along its outer periphery, the seating zone being formed with longitudinally spaced seats 60, each of which is provided with a gripping hoop 61 enabling the passengers to arise conveniently from the seats. The platforms 15 are formed inwardly of the seating portion 29 with a standing portion 30 from which the passengers may step onto the intermediate platform 5. The rails 18 supporting the main conveyance are fixed upon a support structure 18a shown to be cantilevered outwardly in FIG. 2 and rigid with the remainder of the housing of the terminal E. The The rails 18, of course, are not located at the grade level, but are above grade (FIG. 2) by a distance of at least 5 meter. Similarly, the intermediate ring 5 is located at the level of the main conveyance platforms 15 and is provided with a plurality of radial supports 26 which carry the major part of the weight of the passengers. The platform deck 28 is supported upon the substructure 26 via rubber springs 27 to cushion the platform. Furthermore, the platform 5 is driven angularly by a so-called linear induction motor of the type wherein a stator extends along the pair of the moving member while the armature runs parallel to the stator. Such devices have'been used heretofore for linear railways. The moving member of the linear induction motor is represented at 25 and is carried along the outer periphery of the platform 5 in juxtaposition with the stator 24 mounted upon the support 18a. The support 26 is, moreover, carried by rollers 21 upon rails 20 while lateral rollers 22 prevent disorientation of the platform 5.

The motor 32 of the inner platform 4 is of the hydraulic type and is controlled at 32a so as to operate synchronously with the motor 24, 25 when such synchronous operation is desired. The fluid control 32a also serve to operate hydraulically or pneumatically operable gates or partitions as will become apparent hereinafter.

The mechanism for vertically shifting the inner platform 4 is represented generally at 35 and is shown to comprise sets of telescoping cylinders 36 operable under hydraulic pressure. At its upper end, the cylinder 36 is linked to members 31. In the extended state, the cylinders 36 elevate the platform 4 to the upper level at which the platform is coplanar with platform 5 whereas, in its retracted condition, the cylinder draws the platform 4 into the position shown in dot-dash lines at 37 for entry and departure of the passengers. Since the cylinder 36 is coupled with the hydraulic motor 32 as indicated earlier, during the downward movement of the platform 4, the angular velocity of this platform can be reduced to zero, upon departure of the passengers, the platform 4 is at standstill.

At its lower level, the platform 4 is coplanar with a stationary platform 49 and is coaxially surrounded thereby. The platform 39 may be provided with the usual entrance and exit doors as shown at 38 with guide railings 38a as may be desired. It has been found to be preferable to locate even the platform 49 above grade 49a and to connect the platform 49 with the grade level 49a by moving staircases or ordinary stairways 48. In this manner, a space may be provided beneath the platform 49 to accommodate the portions of the mechanism which depend from the platform 4.

To close the cabin of the inner platform 4 along its outer periphery during vertical displacement, I provide an annular door 40 which is carried upon the structure 4b and is vertically shiftable by a telescoping cylinder arrangement 42. For entry and departure of the passengers, the door 40 is in a retracted state below the surface of the platform 4 as shown in solid line in FIG. 2. Prior to axial displacement of the cabin, however, this door is shifted upwardly to close the outer periphery of the cabin as represented in dot-dash lines in this Figure. This door is, of course, vertically entrained with the cabin.

The inner periphery of the intermediate ring 5 is likewise provided with a vertically shiftable annular door 41 which, like door 40, is coaxial with the platforms and is vertically displaceable as shown in dotdash lines by a telescopic cylinder arrangement 43 mounted on the support structure 26. This door 41 is rotatable together with platform 5. To close the inner periphery of the fixed platform 49, moreover, I make use of a further cylindrical door 45 which is vertically shiftable by the telescopic cylinder arrangement 44 and is shown in its closed position in solid lines in FIG. 2.

The cylinders 42, 43 and 44 are of course, coupled with the control system 32a as previously described.

In operation, with the inner platform 4 in its upper position, the doors 40 and 41 are opened while door 45 is closed, thereby permitting passengers previously carried upwardly upon the platform 4 to pass outwardly onto platform and then onto the main conveyance 1. Since the angular velocity of the platform 4 has, during its ascent, been brought to that of. the intermediate platform 5 and the intermediate platform constantly rotates at the speed of the conveyance 1, the transition between inner platform 4 and intermediate platform 5 and the transition between the intermediate platform 5 and the main conveyance is effected without difficulty, there being zero relative speed at each crossover. Similarly, passengers disembarking from the main conveyance can proceed across the platform 5 unto the platform 4. The doors 40 and 4l are then lifted (closed) and platform 4 is lowered while the angular velocity thereof is reduced to zero. Upon reaching the lower level, the platform 4 is stationary and doors 40 and 45 descend to permit passengers upon the platform 4 to depart while passengers waiting upon the platform 49 may enter. Meanwhile passengers disembarking from the main conveyance accumulate upon the intermediate platform 5, the door 41 of which has been closed.

Doors 45 and 40 then may close and the ascent of platform 4 initiated. During this ascent, the platform 4 is accelerated to the angular velocity of the .intermediate platform 5.

FIG. 2 also discloses that the inner platform 4 is of annular configuration and surrounds a well 46 in which a spiral staircase 47 is provided for emergency departures. Emergency-exit doors may be provided at various locations along the well.

In FIGS. 4 and 5, I have shown the application of the principles of the present invention to a transferstation in which two main conveyances 50 and 51 intersect one another and the station K serves to provide a passenger transfer point between them. As indicated in FIG. 4; two distribution rings 52 and 53 are thus required, in addition to the exit platform 55 and a three-level system is provided. The intermediate platforms 52 and 53 are located at different levels and the stationary platform 62 is located preferably at gradellevel or somewhat above grade, as shown in FIG. .2. A single rotary inner platform 54, in the form of a cabin, is provided for axial displacement between these levels by means of the type represented in FIG. 2. In the lowest position coinciding with platform 62, the inner platform 54 is stationary while, upon alignment with each of the platforms 52 and 53, the inner platform 54 is rotated at the angular velocity corresponding thereto. The main conveyances 50 and Slat these upper levels can, of course, operate at different speeds with the respective intermediate platforms 52 and 53 operating at corresponding speeds. During axial displacement between the upper intermediate platforms, therefore, the angular speed of the inner platform 54 is adjusted accordingly so that at each transition, there is no relative speed between platforms.

It will be immediately apparent that any number of levels may be provided and that more than one intermediate platform may be provided, at any level.

Furthermore, intermediate platforms may be used to provide transitional stops, whether or not associated with main conveyances and to keep the acceleration or deceleration of the inner platform to a minimum. Stationary platforms may be provided above the intermediate platforms as well as below them to deposit passengers upon, for example, a shopping mezzanine or the like.

The improvement described and illustrated is believed to admit of many modifications within the ability of persons skilled in the art, all such modifications being considered within the spirit and scope of the invention except as limited by the appended claims.

I claim:

1. A transport system, comprising:

an endless main conveyance having at least one sta tion;

a first platform rotatable about a substantially vertical axis at said station and having an inner portion and an outer portion, said outer portion having an outer peripheral edge lying adjacent said main conveyance and moving codirectionally therewith at substantially the speed of said main conveyance;

a further platform at another level along said axis than said main conveyance and having a predetermined speed condition with respect to said conveyance different therefrom;

mechanism for vertically shifting at least said inner portion of said first platform between the level of said main conveyance and the level of said further platform; and

means for varying the rotational speed of at least said inner portion of said first platform between the speed of said main conveyance and the speed condition of said further platform as said inner portion of said first platform is vertically displaced toward the levels of said main conveyance and said further platform respectively.

2. The system defined in claim 1 wherein:

said outer portion of said first platform comprises an annular intermediate platform and said inner portion comprises an inner platform;

said intermediate platform is rotatable at substantially the speed of said main conveyance at the level of said main conveyance only;

said inner platform is coaxial with said intermediate platform and rotatable from the angular velocity of said intermediate platform to the speed of said further platform and vice versa respectively; and

said inner platform has an outer periphery adjacent the inner periphery of the intermediate platform and is shiftable from the level of said intermediate platform to the level of said further platform and vice versa.

3. The system defined in claim 2 wherein:

said further platform constitutes a further main conveyance at said other level;

a further intermediate platform is arranged at the level of said further main conveyance between said further platform and said further main conveyance and rotates at the peripheral speed thereof; and

the speed of said first platform at said other level is substantially the speed of said further intermediate platform. 4. The system defined in claim 1 wherein;

said further platform constitutes a further main conveyance at said other level; and

the speed of said first platform at said other level is substantially the speed of said further main con veyance.

5. The system defined in claim 2, further comprising annular partition means axially shiftable relative to said inner platform and axially entrained therewith along the outer periphery of said inner platform for interposing between said inner platform and said intermediate platform, thereby constituting of said inner platform an axially shiftable cabin.

6. The system defined in claim 2, further comprising an annular vertically shiftable partition coaxial with said intermediate platform and disposed along the inner periphery thereof for closing the inner periphery of said intermediate platform upon axial displacement of said inner platform.

7. The system defined in claim 2, comprising an axially shiftable annular partition coaxial with said first platform and surrounding the outer periphery of said inner platform at said other level.

8. The system defined in claim 2 wherein said inner platform is provided with a plurality of angularly 13. A transport system, comprising:

an endless main conveyance having at least one station;

a first platform rotatable about a substantially vertical axis at said station and having an inner portion and an outer portion, said outer portion having an outer peripheral edge lying adjacent said main conveyance and moving codirectionally therewith at substantially the speed of said main conveyance;

a further platform at another level along said axis than said main conveyance and having a predetermined speed condition with respect to said conveyance;

mechanism for vertically shifting at least said inner portion of said first platform between the level of said main conveyance and the level of said further platform;and means for adapting the rotational speed of at least said inner portion of said first platform from the speed of said main conveyance to the speed condition of said further platform as said inner portion of said first platform is vertically displaced toward the levels of said main conveyance and said further platform respectively. 

1. A transport system, comprising: an endless main conveyance having at least one station; a first platform rotatable about a substantially vertical axis at said station and having an inner portion and an outer portion, said outer portion having an outer peripheral edge lying adjacent said main conveyance and moving codirectionally therewith at substantially the speed of said main conveyance; a further platform at another level along said axis than said main conveyance and having a predetermined speed condition with respect to said conveyance different therefrom; mechanism for vertically shifting at least said inner portion of said first platform between the level of said main conveyance and the level of said further platform; and means for varying the rotational speed of at least said inner portion of said first platform between the speed of said main conveyance and the speed condition of said further platform as said inner portion of said first platform is vertically displaced toward the levels of said main conveyance and said further platform respectively.
 2. The system defined in claim 1 wherein: said outer portion of said first platform comprises an annular intermediate platform and said inner portion comprises an inner platform; said intermediate platform is rotatable at substantially the speed of said main conveyance at the level of said main conveyance only; said inner platform is coaxial with said intermediate platform and rotatable from the angular velocity of said intermediate platform to the speed of said further platform and vice versa respectively; and said inner platform has an outer periphery adjacent the inner periphery of the intermediate platform and is shiftable from the level of said intermediate platform to the level of said further platform and vice versa.
 3. The system defined in claim 2 wherein: said further platform constitutes a further main conveyance at said other level; a further intermediate platform is arranged at the level of said further main conveyance between said further platform and said further main conveyance and rotates at the peripheral speed thereof; and the speed of said first platform at said other level is substantially the speed of said further intermediate platform.
 4. The system defined in claim 1 wherein; said further platform constitutes a further main conveyance at said other level; and the speed of said first platform at said other level is substantially the speed of said further main conveyance.
 5. The system defined in claim 2, further comprising annular partition means axially shiftable relative to said inner platform and axially entrained therewith along the outer periphery of said inner platform for interposing between said inner platform and said intermediate platform, thereby constituting of said inner platform an axially shiftable cabin.
 6. The system defined in claim 2, further comprising an annular vertically shiftable partition coaxial with said intermediate platform and disposed along the inner periphery thereof for closing the inner periphery of said intermediate platform upon axial displacement of said inner platform.
 7. The system defined in claim 2, comprising an axially shiftable annular partition coaxial with said first platform and surrounding the outer periphery of said inner platform at said other level.
 8. The system defined in claim 2 wherein said inner platform is provided with a plurality of angularly spaced generally radial railings.
 9. The system defined in claim 2 wherein said intermediate platform is provided with a plurality of angularly spaced railings extending generally between its inner and outer peripheries.
 10. The system defined in claim 2 wherein said main conveyance is looped about at least a portion of the outer periphery of said intermediate platform.
 11. The system defined in claim 1 wherein: said further Platform is stationary; and said means for varying the rotational speed of said first platform comprises drive means for said first platform adapted to reduce the angular velocity thereof to zero during shifting said first platform to the other level.
 12. The system defined in claim 1 wherein: said further platform is stationary; said system further comprises another endless main conveyance at a third level; said first platform being shiftable to the third level adjacent said other main conveyance; and said means for varying the rotational speed comprises drive means for said first platform adapted to change the speed thereof to the speed of said other main conveyance.
 13. A transport system, comprising: an endless main conveyance having at least one station; a first platform rotatable about a substantially vertical axis at said station and having an inner portion and an outer portion, said outer portion having an outer peripheral edge lying adjacent said main conveyance and moving codirectionally therewith at substantially the speed of said main conveyance; a further platform at another level along said axis than said main conveyance and having a predetermined speed condition with respect to said conveyance; mechanism for vertically shifting at least said inner portion of said first platform between the level of said main conveyance and the level of said further platform; and means for adapting the rotational speed of at least said inner portion of said first platform from the speed of said main conveyance to the speed condition of said further platform as said inner portion of said first platform is vertically displaced toward the levels of said main conveyance and said further platform respectively. 